Civil engineering issues

 Resurfacing the road to address potholes and broken road edges

From the observations conducted in some sections of roads P296 and P483, it was revealed that these roads were in a poor condition and lacked maintenance. The solution to address this problem was the complete rehabilitation of these roads.

According to the International Road Assessment Programme (iRAP 2010), road rehabilitation involves the removal of the top surface of the road and the restoration of the original slope and natural drainage patterns to prevent erosion and re-establish site productivity. Through this process, the potholes and broken edges would at the same time be eliminated.

 Construction of sidewalks

The South African Road Safety Audit Manual (RTMC 2012) describes the sidewalk as an area constructed for non-motorised transport outside the road, or the road shoulder. It stipulates that it should be a minimum of 1,5m in width. The total amount of space required for the widening of the road and the construction of the sidewalk should accommodate this width. Upon measuring the roads in question (P296 and P483), and analysing the available space on either side of the roads, there was clearly ample space available for fixing the road edges and constructing the sidewalk.

However, the provincial regulations regarding road reserves and encroachment should also be considered. Therefore, it was proposed that the sidewalks should be

constructed on one side of the road as in the other sections of the road where sidewalks exist. Sidewalks would separate the pedestrians from the motorists. Figure 6.1 shows an example of the sidewalk that can be constructed.

Figure 6.1: Sidewalk or pavement on road P483.

Photograph: S.T. Ndawo, 28 April 2016.

 Pick-up and drop-off zones/loading zones

Loading zones are the areas designed on the sides of the road, at regular intervals, for public transport to pick-up or drop-off passengers. Pick-up and drop-off zones should be constructed so that public transport operators would be able to utilise them accordingly. These could be on either side of the road because there is space available in the road reserves. Passengers or pedestrians could then embark or disembark from public transport at designated safe points. This would ease traffic congestion problems that contribute to traffic safety conflicts on these roads. In some

parts of road P296 that were well-developed, these loading zones even had shelters for passengers to use in the case of rain or heavy sunshine. Figure 6.2 indicates the example of a loading zone that is recommended for the roads in the study area.

Figure 6.2: Loading zone (pick-up and drop-off zone).

Source: The Local Government & Municipal Knowledge Base [sa].

 Speed calming devices

Speeding was identified as one of the main causes of road crashes on these roads.

Therefore, speed calming devices needed to be constructed or upgraded so that cars that travel along these roads could decrease their speed. This would reduce the danger of knocking down schoolchildren and other pedestrians. It was recommended that two rumble strips and three speed humps on either side of the pedestrian crossing be erected at all crossing points located at reasonable regular intervals. This is in line with the specifications used by the Department of Transport (SA Speedbumps [sa]).

These would be erected at all the crossing points where schoolchildren cross the road to and from school. As a short-term measure to address the urgency of the situation regarding road crashes, temporary movable speed humps could be used. These are placed in the area where there is a crisis situation every

day during peak hours.This can be done by the volunteers from the community taking turns. Figure 6.3a indicates the movable speed humps, and permanent speed humps are sho\J\ITI in Figure 6.3b.

Figure 6.3 a) Temporary speed hump and b) permanent speed hump Source Pittman Traffic & Safety Equipment [sa]; Davidson 2016.

• Road markings and road signs

As a long-term solution, it is recommended that complete road marking should be undertaken right after the road had been rehabilitated. Road markings that would be essential once the rehabilitation of the road was complete include:

o Solid line markings o Broken line markings

o Left and right edge line markings o No-stopping line

Figure 6.4a shows examples of solid line markings, and Figure 6.4b shows an example of barrier line markings and left/right edge line markings that are recommended in the study area.

Figure 6.4: Solid lines (a), and barrier and left/right edge lines (b).

Source: Jaychandran Infrastructure Pvt Ltd [sa); SA Speedbumps [sa).

Generally, the efficiency of road signs depends on their presence, placement and the message conveyed. Therefore, signs are essential in guiding and informing motorists on the road. Table 6.1 illustrates the recommended road signs that should be implemented, according to the KZN-DoT’s official (2016).

Table 6.1: Road signs to be erected on roads P296 and P483.

Code Description Purpose

R 201 Speed limit signs 80,60,40 Accepted speed limits

R1 Stop sign At intersections

R217 No stopping Certain areas are no-stop zones

R241 No hawkers To ban hawkers along sides of the

road

R214 No overtaking At barrier lines and blind spots R213 No U-turns At all sections of the built-up areas W204

W205

Sharp curve (left and right) At sharp curve areas

W202 W203

Gentle curve (left and right) At gentle curved bends

W309 Cyclists Where cyclists are present

W332 Speed humps Where speed humps had been

installed

W332 Uneven road surface Where the road was uneven – patches

W339 Potholes warning Inform motorists of the potholes W333 Slippery road Indicated slippery road when wet

W354 Fog/Mist Poor visibility when fogy or misty

W307 Pedestrians Pedestrians walking on the area

Source: South Africa. KwaZulu-Natal Department of Transport (1999).

 Dark roads – solar powered road studs

Roads P296 and P483 are dark at night and during foggy or misty periods. This is as a result of the missing road studs or cat’s eyes. Solar powered road studs were proposed on both roads P296 and P483. This will increase visibility, cut electrical

costs, and reduce cable theft from street lights. According to Comparethemarkings.com ([sa]), road studs are electro-reflective safety devices used in road markings. They originated in the UK in 1933 and is today used all over the world. Road studs consist of two pairs of reflective glass spheres set into a white rubber dome, mounted in a cast-iron housing. It was proposed that solar-powered road studs be installed. These units would charge up during the day when the sun shone, and flash very brightly all night and during periods of dark fog. A fully charged solar-powered road stud can maintain its power for up to three days, so this solution would be effective during winter months or in case of severe storms with extended periods of little or no sunshine. Figure 6.5 shows the effectiveness of solar-powered road studs during a foggy season and at night.

Figure 6.5: Solar-powered road studs in fog (a) and at night (b).

Source: Soloway 2001; R Solar W orld [sa].